Method of forming railway-car axles.



T. H. SIMPSON.

METHOD 0]? FORMING RAILWAY GAR AXLES.

APPLICATION FILED JAN 2 2 l 9 1 0.

Patented Jan. 17, 1911.

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THOMAS H. SIMPSON, OF DIET-'JJROI'IS, MICHIGAN.

METHOD OF FORMING RAILWAY-CAR AXLES.

Specification of Letters Patent.

Patented Jan. 17, 1911.

Application filed January 22, 1910. Serial No. 539,557.

To all whom it may concern:

Be it known that I, THOMAS H. Smrrson,

- a citizen of the United States of America,

To this end, the invention consists in the method, as hereinafter described.

In the drawings,Figure 1 is a diagrammatic plan view, showing the first step in the process; Fig. 2 is a longitudinal section I showing the second step; Fig. 3 is a longitudinal section of the blank after the'second step; Fig. 4 is an enlarged section, illustrating the manner of fashioning the journal and wheel bearing portion; and Figs. 5 and 6 are views showing a process of forming a slightly differentconstruction.

In the usual process of manufacturin railway axles, they are forged from soli billets by hammer blows. This process, particularly where used in forming axles of relatively large diameter, results in what is known as segregation, and which isthe radial fracturing of the metal at the core. As a consequence, the strength of the axle is largely due to the peripheral portions thereof, and the segregated core, so far from increasing the strength, is an actual element of weakness. With my improved process, segregation is eliminated, and a homogeneous mass of the metal in the cross section is secured by Working the metal'both from the inside and the outside of a hollow or tubular blank. The resulting structure may either be tubular, or, if desired, the tube ma be closed in to form a solid, or substantlally solid, section, at least at the end portions,

which are subjected to the greatest lateral or shearing stress. With both structures the strength of the axle is greatly increased over that of asolid axle formed by forging.

In carrying out my improved process, a

heated billet of metal A of suitable mass and dimension is first pierced to form a tubular blank. This is preferably accomplished as illustrated in Fig. 1 by passing the billet tion.

between the rolls B B having their axes 'at an angle to each other, and which produce a v rotary and spiral advancementof the blank.

C is a piercing head, supported-by a shank D, and locked preferably at substantially the center of the space between the rolls B B.

E is an abutment for anchoring the rear end of the shank D.

The arrangement is such that in operation the billet A, during its spiral advancement, is forced over the piercing head C, producing a tubular blank and working the metal equally .from the inside and outside thereof. The next step of the process is the elongation of the tubular blank F, resulting from the first operation. This is preferabl accomplished by means of grooved rolls G G and a core member H arranged therebetween, so that the blank Fis squeezed between the rolls and the core. This results in an elongation, and also an increase in the density of the metal, and the operation may be repeated as 'many times as necessary 'to produce a blank H of the required length. The next step is to increase the area of section inthe end portions of the blank, which is produced by an upsetting operation, and a further step is to fashion the upset por- These operations may if desired be performed simultaneously by the closing of dies I I about the end ortion of the blank H, and then upsetting y a blow from the end die or plunger J. As shown, the dies I I are fashioned to form a wheel seat portion K, a dust guard portion L, a journal portion M, and the end flange N and the plunger J is also provided with a forwardly extending shank 0 about which the upset metal is closed to produce the tubular axle shown in Fig. 4.

,- Where it is desired to form an axle with a solid end section, the blank H is-placed in engagement with dies .of the construction shown in Fig. 5 which differ from the dies illustrated in Fig. 4. merely in that the end flange N is not formed on the blank. The operations performed when-the blank is in enga ement with the dies shown in Fig. 5 are identical with those described in connec tion with Fig. 4. After the blank is operated on by the dies shown in Fig. 5 it is engaged with the dies shown in Fig. 6, and the upsetting operation is repeated by the plunger J to produce the solid end section shown in the latter figure.

An axle made by the process above given may be formed withfli. metal: distributed so as tosecure the greateststren at the points of greatest stress. Thus, t e journal portion and the portion unitingzthe same I with the wheel seat are preferably of greater cross. sectional area than the central portion of the axle, and as has been stated if de- '.S.'lI'd, the section may-be increasedtb forrn' ternal and externalipressure to elon ate the a substantially solid axle at these points.

What I claim as my invention is 1. A method of producing railway car axles, which consistsin piercing a heated "billet, subjecting the pierced'iblank to op- "posed internal and external pressures to elongate the same to a greater length than, lithe axle, upsettin the end portion to form a substantially so id section, and externally fashioning the same.

billet, subjecting the pierced blank to 0p- 2. A method of producing railway car axles, which consists in piercing a heated posed internal and external pressure to elongate the same, upsetting the 1 end portion I the blank is in engageiiiefit' with core and external diesito decrease the length and mcrease the cross sectional area, and externally fashioning the (axle during the upsetting operation.

3. A method of producing railway car axles, which consists in piercing a billet,

subjecting the pierced blank to opposed in-,

stantially so id section and in externally fashioning the solid section. In testimon whereof I aflix my signature in presence 0 two witnesses.

THOMAS H. SIMPSON.

Witnesses ARMAND J. LADSUCEUR,

' Geo. D. NOBLE. 

